Internal-combustion engine.



C. E. DURYEA.

INTERNAL COMBUSTION ENGINE. N

APPLICATION FILED APR. 8,1907.

1 Human ,FFIC. 1

INTERNAL-COMBUSTION ENGINE.

, Specification of Letters Patent. Patented Feb. 22, 1910.

Originalapplication filed June 7, 1902, Serial No. 110,598. Divided and this application filed April 8, 1907. Serial No.367,082.

,appertains to make and use the same.

My invention relates to that class of engines in which the piston uncovers an exhaust port and permits a quantity of air and explosive mixture to be introduced before the return of the piston closes the exhaust port.

The objects of my invention are to utilize the energy of the exhaust gases to insure induction of pure air or mixture or both with little reference to the speed of the engine, or length of the exhaust pipe Z, or similar modifying features, and to provide an engine of great simplicity, great reliability and great economy with minor improvemerits. The means by which I accomplish these results was shown in my application Serial Number 110,598 of which this is a division, and consists of the mechanism illustrated in the accompanying drawings, of which Figure 1 is a sectional elevation of an engine to which my device is applied. Fig.

2 is a section of the fan chamber and Fig. 3 is a plan view of the fan.

Similar letters refer to similar parts throughout the several views.

The engine shown in Fig. 1 is constructed with fly wheel, crank shaft, piston and bear-,, ings in the most common manner with cylinder head .downward and with an exhaust port uncovered by the piston when near the upper end of its stroke. The cylinderhead is provided with an'air inlet 9 and a fuel with valves and operating mechanism as shown. In short the construction of the engine is not of eat import so far as the operation of the lnvention described herein is concerned.

From the exhaust port 6 a pipe leads to a fan chamber 1 and in this chamber is located anexhaust fan Z of any preferred construction which is mounted in bearings so that the impingement of the exhaust gases on the under side of the fan Z causes it to revolve rapidly and having considerable momentum, it will continue to revolve after the flow of exhaust gases has ceased. This continued revolution serves to exhaust the lower part of the fan chamber P, the exhaust pipe leading thereto, and so long as the exhaust port d is open, it will continue to form a partial vacuum within the cylinder and thus cause either air to flow in through the air inlet 9 or through the fuel inlet valve of the fuel supply apparatus (1.

I have demonstrated by repeated usage that with certain speeds of an engine, and proper sized inlet valves or ports and an exhaust pipe of proper size and length, the

flow of air for scavenging, and the flow of fuel or mixture for the succeeding explosion 'is all that could be desired, but for wide "ariation of speeds the continued vacuum given by the use of the exhaust fan Z is of great value. The reason for this is plainly due to the fact that the exhaust gases act with great energy and swiftness, and unless the speed of the motor is such that the desired incoming air and mixture is permitted to enter, the vacuum produced by the exhaust gases may cease to exist and leave the cylinder not properly charged for the next explosion. The exhaust fan Z because of its weight and great inertia never acquires a speed equivalent to the maximum speed of the exhaust gasesrbut it maintains a rate of revolution suflicient to produce the working vacuum and this vacuum is always ready to act whenever the exhaust port is open, because, the exhaust fan Z continuesthis exhaust fan I mounted on a case or bracket in the chamber or exhaust pipe enlargement Z I may construct it in a variety of ways, and particularly in a manner to terminate the axis of shaft of the fan 1' in the walls of the chamber Z where the 1 bearings may be provided with lubrication and may be kept cool by contact with the air surrounding the chamber. I may use other means of cooling the bearings without departing from the spirit of this invention; or other shape of fans, so long as they perform the functions necessary and are not likely to impede seriouslythe escape of the exhaust gases. I can make the piston length I shorter than the en 'ne stroke so that when thoroughly practical one.

7 I cla1m, I

1. The combination with the exhaust pipe of an engine, of a fan chamber intermediate the length of said pipe and a fanmounted in said chamber near the midheight thereof with the blades arranged at right angles to the len h of the pipe so that the impingement 0 the exhaust gases on the under side thereof will cause it to revolve rapidly and to exhaust the lower part of the fan chamber and the exhaust pipe leading thereto.

of an engine, of a fan chamber intermediate the ends of said pipe and of greater diameter than the pipe and an induction device in said chamber and comprising a fan disposed substantially at the mldheight of said chamber and adapted-to be revolved by direct imact of the exhaust gases, the inlet and outet to said chamber being in substantially direct straight lines through the transverse axis of the chamber, whereby said fan will keepl the path of the exhaust gases practica y straight before and after they reach the fan and the fan will continue to act as an inductor and create a vacuum in the cylinder after theflow of exhaust gases has ceased.

In testimony whereof I afiix my signature, in presence of two witnesses.

CHARLES E. DURYEA. Witnesses:

RACHEL S. DURYEA, Sun E. 00mins, 

